HomeMy WebLinkAboutRES NO 035-13POLICY RESOLUTION NO. 35 8
A RESOLUTION OF THE COUNCIL OF THE CITY OF
BAKERSFIELD ADOPTING A POLICY REGARDING
"COMPLETE STREETS"
RECITALS
Whereas, the City of Bakersfield desires to create a safe and efficient
transportation system that promotes the health and mobility of all citizens and
visitors by incorporating high quality transportation facilities for motorists,
bicyclists, pedestrians, and transit access to all destinations throughout the city;
and
Whereas, the City of Bakersfield also understands that children, seniors and
persons with disabilities will require special accommodations; and
Whereas, the City of Bakersfield addresses the safety and mobility of all citizens
and visitors in all projects, regardless of funding source; and
Whereas, "Complete Streets" is defined as transportation facilities that are
planned, designed, operated, and maintained to provide safe mobility for all
users, including motorists, bicyclists, pedestrians, and transit riders appropriate to
the function and context of the facility; and
Whereas, the City of Bakersfield will apply this "Complete Streets" policy to all
roadway projects including those involving new construction, reconstruction,
retrofits, repaving, rehabilitation or changes in the allocation of the pavement
space on an existing roadway as well as those that involve new privately built
roads and easements intended for public use; and
Whereas, the City of Bakersfield will also require large new developments to
provide interconnected street networks in conformance with the "Complete
Streets" policy; and
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Whereas, the City of Bakersfield has compiled and attached documents that
support the "Complete Streets" concept as shown in existing codes, policies
and standards currently in use within the Circulation Element, Chapter III of the
Metropolitan Bakersfield General Plan (Exhibit A), the Administrative Policy
Memorandum regarding Design standards for Multi- purpose Trails (Exhibit B) and
Adopted Metropolitan Bakersfield Trials Map (Exhibit C);
Whereas, the City of Bakersfield also desires to be in conformance with the
CalTrans Deputy Directive DD -64 -R1 (Exhibit D); and
Whereas, every City Department responsible for the planning and development
of transportation facilities including, but not limited to, Administration, Public
Works, Community Development, Recreation and Parks, and TRIP will follow this
policy.
NOW, THEREFORE, BE IT RESOLVED by the Council of the City of Bakersfield as
follows:
1. The above recitals are true and correct and are incorporated herein by
reference.
2. All departments of the City of Bakersfield are hereby directed give equal
consideration to bicyclists, pedestrians, transit riders and motorists for any
and all projects within the City's Sphere of Influence.
3. All departments of the City of Bakersfield are also to include the codes,
policies and standards compiled and presented in the following Exhibits
for any and all projects within the City's Sphere of Influence.
a. Exhibit "A" - the Circulation Element of the Metropolitan Bakersfield
General Plan
b. Exhibit "B" - Administrative Policy re; Multi- Purpose Trails
c. Exhibit "C" - Adopted Metropolitan Bakersfield Trails Map
d. Exhibit "D" - CalTrans Deputy Directive DD -64 -R1
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HEREBY CERTIFY that the foregoing Resolution
adopted, by the
held on
Council of the City of Bakersfield at a regula r
APR 17 2013 by the following vote:
was passed and
meeting thereof
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AYES: COUNCILMEMBER: _ ,MAXWELL, WEIR, SMITH, HANSON, SULLIVAN, JOHNSON
COUNCILMEMBER:
ABSTAIN: COUNCILMEMBER:
ABSENT: COUNCILMEMBER:
APPROVED:
yam
ROBERTA GAFFOR MC
CITY CLERK and Ex Officio Clerk of the
Council of the City of Bakersfield
APR 17 2013
APPROVED AS TO FORM:
VIRGINIA GENNARO, CITY ATTORNEY
By " G
ANDREW HEGLU D
Associate City Attorney
Exhibit "A" - the Circulation Element of the Metropolitan Bakersfield General Plan
Exhibit "B" - Administrative Policy re: Multi- Purpose Trails
Exhibit "C" - Adopted Metropolitan Bakersfield Trails Map
Exhibit "D" - CalTrans Deputy Directive DD -64 -R1
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Exhibit "A"
Circulation Element of the Metropolitan Bakersfield General Plan
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CHAPTER 111 - CIRCULATION ELEMENT
STATUTORY REQUIREMENTS:
Government Code Section 65302(b) requires a circulation element in all city and county general
plans, as follows:
A circulation element consisting of the general location and extent of existing and
proposed major thoroughfares, transportation routes, terminals and facilities, all
correlated with the land use element of the plan.
As discussed in the State Office of Planning and Research "General Plan Guidelines (1998),"
the circulation element is an infrastructure plan addressing the circulation of people, goods, and
utility systems. The circulation element must directly correlate with the land use element.
Mandatory circulation issues are: major thoroughfares, transportation routes, terminals and
other local public utilities and facilities. This circulation element contains the following:
• Identification and analysis of circulation needs and issues;
• A statement of goals, objectives and policies based on the total circulation needs
of the community;
• A diagram, map or other graphic representation showing the proposed circulation
system;
• A description of the proposed circulation system and the interrelationships
among system parts;
• Standards and criteria for the location, design, operation and levels of service of
circulation facilities; and
• A guide to the implementation of the circulation system.
Several travel modes comprise the Bakersfield transportation system. Persons travel by autos,
buses, trains, airplanes, bicycles and on foot. Freight transportation modes include trucks,
trains, and airplanes. Other facilities include canals to move water and pipelines and power
lines to transport energy.
Among these many systems, the street system is the most visible and most important to
Bakersfield residents.. Over 90% of all travel in the city is by automobiles and trucks. General
plan development, therefore, has been focused largely on the street system. However, policies
are included for all modes of travel in recognition of the roles they play in serving the diverse
needs of Bakersfield residents. The following sections discuss the background and important
issues of each mode. Policies are listed for each mode to guide future development.
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CHAPTER III - CIRCULATION ELEMENT STREETS
CHAPTER III - CIRCULATION ELEMENT
A. STREETS
OVERVIEW OF EXISTING CONDITIONS
The street system has been, and will continue to be, the most important element of the
transportation system. Streets have been developed in a grid pattern with arterials spaced at
one -mile intervals, except in the central area where spacing is closer. Typically, collector streets
are spaced at half -mile intervals between arterials, also in a grid pattern. Motorists use these
collectors for through travel to some extent, avoiding parallel arterials. In some cases,
collectors in newer areas are aligned in irregular patterns to discourage through traffic.
Discontinuity and disruption of the grid system can and has overburdened portions of the
system.
Overlaid on the basic network of arterials and collectors is a limited freeway system. Route 99,
with four to six travel lanes, is the only existing north -south freeway. As the major Central
Valley connector in California, Route 99 carries large numbers of through vehicles in addition to
local Bakersfield traffic. Route 58 is an east -west freeway linking Route 99 with cities east of
Bakersfield. It carries much less traffic than Route 99. The other freeways in the metro area
are the portion of Route 204 between Route 99 and Route 58 and the portion of Route 178
between M Street and Fairfax Road. Because of its location in a highly traveled corridor, Route
178 carries large traffic volumes despite its lack of continuity.
The City of Bakersfield, Kern County, and Caltrans all count daily traffic volume on a regular
basis. Figure III -1 shows recent selected counts on the freeways and arterials. The City of
Bakersfield counts are from 2000, and the Kern County and Caltrans counts are from 1999.
Traffic volume on most streets in the metro area is relatively light, although some segments
become busy at times. Streets with relatively heavy volume (greater than 30,000 vehicles per
day) include the following:
STREET
Freeway 99, California to S.R. 178
Freeway 58, from 99 to Union Avenue
Highway 178, from 99 to M Street
California Avenue, from Real Road to 99
Rosedale Highway, from Fruitvale Avenue to 99
Ming Avenue, from Stine Road to Castro Lane
S. Union Avenue, from Brundage Lane to 58
Olive Drive, Knudson to Freeway 99
Freeway 99, Ming Avenue to White Lane
Freeway 178, M Street to Union Avenue
AADT
(Annual Average
Daily Traffic)
109,000
72,000
41,500
35,000
41,000
37,000
38,500
32,600
86,000
58,000
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In general, the existing street system operates smoothly. Points of congestion appear,
however, as a result of two phenomena. The city is increasing in population and geographical
area, thereby placing greater demands on the street system. Secondly, physical barriers have
disrupted the grid of arterial streets and the freeway system, leading to discontinuities. Physical
barriers include the Kem River, canals, railroad tracks, and (in the case of freeways) established
residential neighborhoods.
The city and county both have standard design specifications for arterial, collector, and local
streets, although the standards are somewhat dfferent. Standard arterials are 90 feet wide in
110 feet of right -of -way. In this 90 feet, the city design calls for sic lanes, and the county has
four lanes. Both have a raised median; the county allows parking and the city does not.
Standard collector streets (both city and county) have four lanes, 68 feet of pavement width in
90 feet of right -of -way, with parking and no median. Standard local streets are 36 to 44 feet
wide. Many arterial and collector streets, however, are smaller than the standard designs
because they were built before the standards became effective. These sub - standard streets
also contribute to congestion. As properties fronting the sub - standard streets develop or
redevelop, the full width is required, resulting in streets with alternating wide and narrow
stretches. Eventually the street will be full width, but the process takes several years.
To determine how well the street system is presently operating, traffla volume can be compared
to roadway capacity. The table below shows street capacities, using standard traffic
engineering assumptions.
ROADWAY CAPACITIES
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8-lane freeway
6-lane freeway
4-lane freeway
6-lane arterial
4-lane arterial
4-lane collector
24ane collector
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150,000 vehicles
112,500 vehicles
75,000 vehicles
60,000 vehicles
40,000 vehicles
30,000 vehicles
15,000 vehicles
Based on Highway Capacity Manual, 1985, Highway Research Board.
Any street segment with a volume -to- capacity ratio greater than .80 will experience some
degree of congestion. Figure 111-2 shows street segments with less than 20 percent of capacity
remaining and shows other parts of the street system with circulation problems.
Congestion occurs on numerous streets where they cross Highway 99, including Olive Drive,
Rosedale Highway, California Avenue, Stockdale Highway, Ming Avenue, Planz Read, and
White Lane. Freeway interchanges with congestion or other problems include Golden
State/99 /Airport Drive, 178/Mt. Vernon, 17810swell, 99/Rosedale, 99/Califomia, 9WWh1te and
58/Union Avenue. Other parts of the circulation system where volume is approaching capacity
include the following:
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CHAPTER III -
1. Rosedale Highway near Highway 99
2. Highway 178 from Highway 99 to M Street
3. Oak Street from California Avenue to 24th Street
4. Highway 99 between Rosedale Highway and California Avenue
5. Stockdale Highway near California Avenue
6. Ming Avenue from New Stine Road to Valley Plaza
7. California Avenue around Highway 99
8. Real Road between California Avenue and Ming Avenue
9. Coffee Road across the Kern River
10. Roberts Lane just east of Airport Drive
Signalized intersections are the primary constraints to capacity on the arterials. Figure III -2 also
shows the sixteen busiest intersections in the metro area. The busiest is the Stockdale
Highway / California Avenue intersection, which handles a volume of 63,400 vehicles per day.
Other busy intersections are concentrated along Ming Avenue, Oak Street, Chester Avenue,
and Union Avenue. Many of these intersections are congested during peak hours. Others have
sufficient turn lanes so that traffic doesn't back up, but cycle lengths are long and most vehicles
experience delay. In either case, these intersections represent bottle- necks.
The land use plan, when built out, will add significantly to the area's population and employment
base. Existing areas of the city will increase In land use intensity, and to a larger extent,
geographic expansion of the city will occur. Major expansion areas include the southwest,
northwest, and northeast. This will lead to an accompanying increase in travel. Specifically, the
plan calls for an increase of 154,000 households and 244,000 jobs. These increases will cause
traffic volume to more than double. Daily vehicle trips will increase by 1.6 million to a total of
2.6 million.
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A detailed analysis of existing traffic conditions and projected development indicates that the
circulation plan must address the following specific issues:
• High and increasing demand in the travel corridors connecting the northeast and
the southwest, the northwest and the southwest, and the northwest and the
northeast.
• Need for more high -speed freeways.
• Assessing the traffic impacts caused by new development.
• Congestion on Route 99 and parallel streets.
• Congestion on California Avenue between Stockdale Highway and Oak Street,
on Rosedale Highway near Route 99, and on Ming Avenue near Route 99.
• Deficient right — of- way widths on many arterials and collectors.
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CHAPTER III - CIRCULATION ELEMENT - STREETS
Methods to secure funding for the circulation system, including high -speed
facilities.
• Difference between city and county street standards.
• Lack of signal synchronization along arterials.
A proliferation of driveways and traffic signals on arterials.
Through traffic in residential neighborhoods.
Unattractive streets which lack adequate landscaping.
OVERVIEW OF CIRCULATION PLAN
A circulation plan has been devised to avoid the congestion that would result from build -out of
the land use plan. Upgrades and extensions are planned for the freeway and arterial street
systems as described below.
Figure 111 -3 shows the ultimate street system for the planning area. Right -of -way should be
reserved for the ultimate freeway system, as necessary based on the priorities discussed below.
FREEWAYS
BAKERSFIELD BELTWAY SYSTEM
The foundation for planning the Metropolitan Bakersfield transportation network is the
Bakersfield Beltway System. This System of freeways and consists of four major components:
1) Central System, 2) West Beltway, 3) North Beltway, and 4) South Beltway. These facilities
may be built in phases, which may initially be constructed as expressways and then upgraded to
freeways as future demand requires.
The Central System is an element of the Bakersfield Beltway that includes the State Route (SR)
58 Gap Closure and the Centennial Corridor, which consists of the SR 58 Connector, the
Westside Parkway and the Interstate 5 Connector.
The SR 58 Gap Closure will widen SR 58 to a six -lane facility between Cottonwood Road and
State Route 99. Currently, this four -lane section is located between a six -lane facility east of
Cottonwood Road and a six -lane facility at the SR 99 /SR 58 interchange. As a gap closure, this
project has independent utility, and also provides a logical terminus and network continuity for
the Central System.
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CHAPTER III - CIRCULATION ELEMENT - STREETS
The SR 58 Connector will extend from the western terminus of the SR 58 Gap Closure
to the Westside Parkway. The Westside Parkway begins approximately one mile east of
SR 99, extends across the Kern River at Truxtun Avenue, and continues along the north
side of the river connecting with Stockdale Highway near Heath Road. The Interstate 5
Connector will continue west from the western terminus of the Westside Parkway to
Interstate 5 paralleling Stockdale Highway; initially, this section will consist of operational
improvements on the existing Stockdale Highway. Together, these three projects
constitute the Centennial Corridor.
The complete Central System will provide the necessary capacity for east -west travel
and relieve congestion on existing SR 58 (Rosedale Highway), SR 99, California
Avenue, and other existing east -west routes. It would also provide for regional and
interstate east -west goods movement through the metropolitan area. Once this facility is
finished, it is anticipated that Caltrans will designate the Central System as SR 58.
The West Beltway will provide a major north -south route through the western portion of
Metropolitan Bakersfield that connects SR 99 with Interstate 5. This freeway would
reduce traffic congestion on SR 99 and provide a link across the Kern River from
southwest Bakersfield to the Westside Parkway.
The North Beltway will provide another east -west connection in northern Metropolitan
Bakersfield. This facility initially would be built as an expressway providing access for
the northern Metropolitan Bakersfield area while connecting SR 99 with Interstate 5.
As part of the long -range planning vision, the South Beltway will not be needed to meet
regional transportation needs until sometime beyond 2050. It will extend around
southeast Bakersfield from SR 178 in a southwesterly direction crossing SR 58, then
continuing west to Interstate 5 south of SR 119 (Taft Highway). When constructed, the
South Beltway will provide an additional east -west corridor providing regional and
interstate travelers with an alternative to by -pass the Metropolitan Bakersfield area.
OTHER FREEWAYS
Other future freeway corridors are also shown in conceptual form on the Circulation Plan
map. These are general areas where freeways will be needed in the future but need not
be constructed by 2020. The corridors are important to show as an aid to right -of -way
preservation. If permanent structures could be avoided in these corridors, future
freeway construction would be simpler and less expensive. The first corridor is the short
segment of Route 204 from Route 58 to "F" Street that presently exists as an arterial
street. With continued development of the Central Valley north of Bakersfield, this
segment may eventually need to be upgraded to a freeway. The second corridor is the
Crosstown Freeway, which would extend from Route 178 near Baker Street, around the
south side of downtown Bakersfield, across Route 99 to the Centennial Corridor. This
freeway was recommended by the Route 178 Corridor Study, prepared jointly by Kern
COG, the City of Bakersfield, and Caltrans.
Upgrading existing freeways will also be necessary. These include the widening of
Route 178 from Fairfax Road to Alfred Harrell Highway, and widening Route 58 between
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CHAPTER III - CIRCULATION ELEMENT - STREETS
freeway was recommended by the Route 178 Corridor Study, prepared jointly by Kern
COG, the City of Bakersfield, and Caltrans.
Upgrading existing freeways will also be necessary. These include the widening of
Route 178 from Fairfax Road to Alfred Harrell Highway, and widening Route 58 between
Route 99 and Cottonwood Road. These improvements would eliminate areas of spot
congestion.
ARTERIALS
Several new arterials and arterial extensions are planned. Generally, the plan calls for
widening of existing substandard arterials to the full 110 feet where possible with six
travel lanes (four in unincorporated areas) and the extension of the arterial system into
the new growth areas. In some areas., the newly- extended arterials would not need to
have all four or six travel lanes constructed. The full right -of -way width should be
reserved, however, to allow for future expansion. New arterial crossings of the Kern
River are called for at Allen Road, Oak Street, Mohawk Road, and Fairfax Road (to
China Grade Loop). Arterials are generally spaced at one -mile intervals on section lines
throughout the developed area except where topography or other unique features
warrant a different pattern.
COLLECTORS
In accordance with existing street patterns in Bakersfield., the plan calls for collector
streets (four travel lanes in 90 feet of right -of -way) in a grid pattern on mid - section lines.
This pattern is deviated from where physical constraints are present, where collectors
are not needed, or where existing development precludes the grid pattern of collector
streets.
The objective of the planned street system is to accommodate planned land
development without traffic congestion. All new streets and freeways are projected to
operate at Level of Service C or better. On streets where the existing level of service is
below "C ", special consideration to identify mitigation measures to prevent and /or delay
degradation of the existing level of service would be required.
GOALS AND POLICIES:
The following presents the goals and policies for streets in the planning area.
Implementing programs are contained in the following sub - section. At the end of each
policy is listed in parenthesis a code beginning with the letter "I" followed by a number.
This code refers to the pertinent implementing program.
GOALS
1. Provide a safe and efficient street system that links all parts of the area
for movement of people and goods.
2. Provide for safe and efficient motorized, non - motorized, and pedestrian
traffic movement.
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3. Minimize the impact of truck traffic on circulation, and on noise sensitive
land uses.
4. Provide a street system that creates a positive image of Bakersfield and
contributes to residents' quality of life.
5. Provide a system of freeways which maintains adequate travel times in
and around the metropolitan area.
6. Provide a local street network that contributes to the quality and safety of
residential neighborhoods and commercial districts.
7. Develop and maintain a circulation system that supports the land use plan
shown in the general plan.
POLICIES
Goals will be achieved through the following policies which set more specific directions
and guide actions. For ease of implementation, policies have been arranged with
respect to circulation topics they influence. Those which cannot be categorized by
specific topic have been placed in a "General" category.
DESIGN
1. Classify streets in the following manner (1 -1):
Freeways provide service to through traffic exclusively with no access to
abutting property and no at -grade intersections.
Expressways are arterial highways with at least partial control of access
which may or may not be divided or have grade separations at
intersections and may be an interim facility for an ultimate freeway.
Arterials are used primarily by through traffic, with a minimal function to
provide access to abutting property.
Collectors function to connect local streets with arterials and to provide
access to abutting property.
Locals are exclusively for property access and through traffic is
discouraged.
2. Establish the following standards for the street system (1 -2):
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CHAPTER III - CIRCULATION ELEMENT - STREETS
FACILITY TYPE
LANES
RIGHT-OF-
WAY WIDTH
PAVEMENT
WIDTH
CURB
PARKING
Freeway /Expressway
210'- 300' minimum *
No
Arterials on State
Highway
6
110'- 130'
90' plus
No
Arterial w /bike lanes
6
110'
96'
No
** Arterial w/ bike lanes
4
110'
96'
Yes
Arterial w/o bike lanes
6
110'
90'
No
** Arterial w/o bike lanes
4
110'
90'
Yes
Collector w/ bike lane
w/ 2 -way left turn
4
90'
74'
No
Collector w/ bike lane
4
90'
74'
Yes
Collector w/o bike lane
w/ 2 -way left turn
4
90'
68'
No
Collector w/o bike lane
4
90'
68'
Yes
LOCAL STREET
Commercial /Industrial
2
60'
44'
* **
LOCAL STREET
Residential Collector * * **
2
60'
44'
Yes
LOCAL STREET
Residential
2
60'
40'
Yes
Precise geometrics will be established through specific engineering studies.
** In incorporated areas, no parking is allowed along arterials within new
development. In unincorporated areas, no parking zones will be determined by
the traffic engineer.
* ** No parking zones will be determined by the traffic engineer.
* * ** This local residential collector standard applies to local street where vehicular
traffic is expected to exceed 750 vehicles per day or where its length exceeds
one -half mile.
3. Provide additional right -of -way and pavement width to accommodate turn
lanes at intersections (1 -2).
4. Provide additional right -of -way and pavement width at other locations for
turn lanes, bus lanes, etc., as needed, based on engineering study (1 -3).
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CHAPTER III - CIRCULATION ELEMENT - STREETS
5. Place traffic signals to minimize vehicular delay (1 -6).
6. Design and locate site access driveways to minimize traffic disruption
where possible considering items such as topography, past parcelization
and other factors (1 -7).
7. Minimize direct and uncontrolled property access from arterials (1 -8).
8. Limit full access median breaks on arterials to a maximum of three per
mile and include left -turn lanes at each (1 -10, 1 -11).
9. Consider the construction of grade separations for intersections unable to
meet minimum level of service standards (1 -11).
10. Design local streets to conform to topography. Allow for deviation from
"grid" system on local streets when they do not interfere with other traffic
policies and traffic flows (1 -34).
11. Design local collector street systems to minimize through traffic
movements and include short block lengths to discourage excessive
speeds (1 -34).
IMAGE
12. Maintain the integrity of the circulation system (1 -12).
13. Continue designation and signage of specific streets as official truck
routes, within incorporated areas (1 -13).
14. Provide continuous truck routes within incorporated areas that provide
access to designated industrial areas (1 -13).
15. Prohibit trucks from non -truck routes within incorporated areas except as
necessary for direct property access for pick -up and delivery (1 -13).
16. Require that truck access to commercial and industrial properties be
designed to minimize impacts on adjacent residential parcels (1 -14).
17. Require buildings expected to be serviced by delivery trucks to provide
off - street facilities for access and parking (1 -14).
18. Provide and maintain landscaping on both sides and in the median of
arterial streets within incorporated areas. In unincorporated areas,
landscaping within road right -of -way may be allowed and shall be limited
to low shrubs; blank irrigation conduit only will be provided within the
median of arterial streets (1 -15).
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19. Provide and maintain landscaping on both sides of collector streets. In
unincorporated areas, landscaping within road right -of -way may be
allowed and shall be limited to low shrubs (1 -16).
20. Prohibit parking on new arterials in incorporated areas. In unincorporated
areas, prohibit parking when traffic studies warrant elimination. Allow
parking on collectors and on residential streets (1 -17).
21. Route traffic around, rather than through, pedestrian- oriented areas (I-
18).
22. Design transportation improvements to minimize noise impacts on
adjacent uses (1 -19).
FREEWAYS
23. Provide freeways in a manner similar to that shown on the Circulation
Plan Map. Actual alignments to be determined by specific corridor studies
(1 -20).
24. Identify route alignments and right -of -way needs (1 -21).
25. Identify interchange locations and preliminary designs (1 -5, 1 -21).
26. Preserve freeway and interchange rights -of -way consistent with corridor
study alignments and specifications (1 -22).
27. Work with Caltrans to have the freeways constructed (1 -23).
28. If no specific line has been adopted, future road reservations or other
accommodations may be required to preserve freeway /expressway
alignments as shown on the circulation map (1-21,1-22).
29. Upon the adoption of a specific plan line for a freeway /expressway
alignment, developers will be required to make reservations of right -of-
way preserving the alignment on any subdivision map.
In addition, development restrictions on general plan amendments, zone
changes and the issuance of building permits will also be required (1 -24).
30. The need for a north /south freeway /expressway and an east -west
freeway (178) are conceptually shown on the circulation map. Alternative
alignments are under study and upon completion of corridor studies the
actual alignment will be adopted and dedications or reservations of right- -
of -way may be required (1-22,1-24).
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GENERAL
31. Where existing street right -of -way is greater than necessary for desired
purposes, dispose of surplus right -of -way in a manner consistent with
state and local laws (1 -4).
32. Reserve or acquire right -of -way for all future transportation facilities in
conformance with the Circulation Plan Map (1 -24).
33. Provide new transportation facilities as needed based on existing usage
and future demand (1-25,1-26, 1 -27).
34. Minimize the impacts of land use development on the circulation system.
Review all development plans, rezoning applications, and proposed
general plan amendments with respect to their impact on the
transportation system, and require revisions as necessary (1 -26).
35. Require new development and expansion of existing development in
incorporated areas to fully provide for on -site transportation facilities
including streets, curbs, traffic control devices, etc. Within unincorporated
areas street improvements will be determined by County Ordinance (1 -27,
1 -29).
36. Prevent streets and intersections from degrading below Level of Service
"C" where possible due to physical constraints (as defined in a Level of
Service Standard) or when the existing Level of Service is below "C"
prevent where possible further degradation due to new development or
expansion of existing development with a three part mitigation program:
adjacent right -of -way dedication, access improvements and/or an area -
wide impact fee. The area -wide impact fee would be used where the
physical changes for mitigation are not possible due to existing
development and /or the mitigation measure is part of a larger project,
such as freeways, which will be built at a later date (1 -28, 1 -29).
37. Require new development and expansion of existing development to pay
for necessary access improvements, such as street extensions,
widenings, turn lanes, signals, etc., as identified in the transportation
impact report as may be required for a project (1 -30, 1-31,1-32).
38. Exempt the downtown Bakersfield redevelopment area and small infill
projects from the Level of Service Standard to facilitate infill projects and
downtown redevelopment and in recognition of the higher traffic levels
inherent to a vital central core (1 -31).
39. Require new development and expansion of existing development to pay
or participate in its pro rata share of the costs of expansions in area -wide
transportation facilities and services which it necessitates (1 -32, 1 -33).
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CHAPTER III - CIRCULATION ELEMENT - STREETS
40. Provide new local street systems that are logical and comprehensible and
systems of street names and addresses that are simple, consistent, and
understandable (1-34,1-35).
41. Plan alignments for local streets to permit economical and practical
patterns, shapes, and sizes of development parcels (1 -34).
IMPLEMENTATION
The following are programs to be carried out by the City of Bakersfield and County of
Kern to implement the goals and policies of the Circulation Element affecting streets.
This listing is not to limit the scope of implementation of this plan. Federal, state and
area wide agencies will also be involved. State law requires that planning agencies
recommend various methods of implementation of the general plan as part of their on-
going duties.
1. Periodic review and if needed, revision of adopted ordinances
establishing a street classification system for the city and county in
conformance with the Circulation Element.
2. Revise city and county street standards as necessary to conform with
standards set forth under the Circulation Element. Endorse, adopt or
incorporate as appropriate standards from special studies, such as the
westside corridor study for design of freeways, highways and
expressways.
3. Evaluate need for additional right -of -way at certain locations at time of
establishment of plan lines and /or street design through an engineering
study. Consult with local transit authority to determine need for bus
lanes.
4. Evaluate and respond to requests for removal of public streets in
conjunction with development proposals.
5. Continue use of current Caltrans manuals as the basic standard for
engineering design.
6. Continue use of interconnection and progressive timing when installing
new signals. Periodically examine operation of existing signals for
possible improvement.
7. Review all site plans for compliance with adopted drive approach design
standards.
8. Review site plans, rezonings, and subdivision requests, with respect to
access from arterials. Consider conditions of approval to minimize
uncontrolled property access.
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CHAPTER III - CIRCULATION ELEMENT - STREETS
9. Periodic review and if needed, revision of adopted city and county
subdivision ordinances to control access on arterials.
10. Periodic review and if needed, revision of adopted standard for median
breaks and apply during the development review process.
11. Monitor traffic volumes and establish specific plan lines and preliminary
designs as need becomes apparent. Conform to design standards for
median breaks on major arterial streets and work with Separation of
Grade District to establish list of grade separation projects.
12. Continue the pavement monitoring system in the planning area for
preventive maintenance, resurfacing, and reconstruction.
13. Revise the city's existing truck route ordinance, as needed.
14. Amend the city and county zoning ordinances as needed to regulate truck
access on properties adjacent to residential areas.
15. Amend city and county zoning ordinances as needed to require new
development to landscape and maintain arterial street frontage. Within
incorporated areas, program median landscaping in Capital Improvement
Program and maintenance in annual City Community Services
Department budget. Adhere to adopted minimum landscaping standards.
16. Amend city and county zoning ordinances as needed to require new
development to landscape and maintain street frontages. Establish
minimum landscaping standards, which encourage the use of trees and
flowers, lighting, street furniture, art signage and flags. Promote use of
surface materials that enrich paving options on streets, sidewalks and
curbing.
17. Maintain city and county street standards to conform with parking
requirements set forth in the Circulation Element. Remove parking from
existing arterials, and major collectors when traffic studies indicate
removal is warranted to improve safety or increase capacity.
18. Consider pedestrian sensitive areas when planning circulation systems.
19. Assess potential noise impacts in street design, and to the extent
feasible, route streets to minimize impacts.
20. Construct designated freeways as warranted by travel demand. Seek
alternative funding sources, in addition to traditional funding methods.
21. Participate in city and county route alignment, travel demand studies, and
interchange studies in conjunction with Caltrans and Kern COG.
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ORIGINAL
CHAPTER III - CIRCULATION ELEMENT - STREETS
22. Establish specific plan lines for all freeway alignments and keep the
rights -of -way clear of structures. Work with Caltrans to have the routes
officially adopted.
23. Seek and utilize funding for freeway right -of -way acquisition and
construction. Work with developers and land owners for right -of -way
acquisition dedication.
24. Delineate and adopt specific plan lines for all streets shown on the
Circulation Plan Map as need becomes apparent.
25. Maintain records of existing traffic volume and cumulative projections of
traffic from new development to schedule projects for the Capital
Improvement Program.
26. Establish guidelines for project design review based on traffic engineering
standards (e.g., driveway design, on -site circulation) and the Level of
Service Ordinance (see below).
27. Require development to provide all on -site transportation facilities as
determined by city ordinance. In unincorporated areas, improvements for
all streets will be determined by county ordinance.
28. Periodic review and if needed, revision of adopted ordinances that
includes a Level of Service standard for the city and county to include a
definition of Level of Service "C ", procedures for how it is measured, and
mitigation measures to keep from exceeding the standard.
29. Periodic review and, if needed, revision of adopted guidelines for
preparation of transportation impact reports, definition of undesirable
impacts, and identification of mitigation procedures.
30. Implement adopted requirements for access improvements.
31. Periodic review and, if needed, revision of adopted ordinances that
establish a minimum size standard for projects under the Level of Service
standard. Also, include the downtown redevelopment project area
boundaries for certain exemptions in the ordinance.
32. Implement city and county subdivision ordinances for development to pay
for or do street widenings. In cases where fees are paid but widening is
not yet necessary, the fees should be held in a separate account dedi-
cated to future widening of the specific street in question. In those cases
developer may be allowed to construct facilities in lieu of paying fees.
33. Periodic review and, if needed, revision of adopted Transportation Impact
Fee Ordinance for the city and county, which specifies the area wide
impact fee schedule and how the fees will be used.
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CHAPTER III - CIRCULATION ELEMENT - STREETS
34. Periodic review and, if needed, revision of adopted city and county
subdivision ordinances to maintain standards for comprehensible street
systems and street names.
35. Periodic review and, if needed, improvement of improve the planning
area's house numbering system.
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ORIGINAL
CHAPTER III - CIRCULATION ELEMENT - TRANSIT
GOATS AND POLICIES
The following presents the goals and policies for transit in the planning area.
Implementing programs are contained in the following sub - section. At the end of each
policy is listed in parenthesis a code beginning with the letter 01° followed by a number.
This code refers to the pertinent implementing program.
GOALS
1. Provide planning area residents with a choice of travel modes.
2. Provide a street system and land development policies that support public
transportation.
3. Provide cost effective public transportation services.
4. Reduce traffic congestion and parking requirements and improve air
qua ft through improved transportation services.
5. Enhance rail service capacities and usage in the planning area.
POLICIES
Goals will be achieved through the following policies which set more specific directions
and guide actions.
1. Consider transit service issues in the design of the arterial and collector
street system (1 -1).
2. Consider for bus turnouts along arterials and collectors where appropriate
(1 -1).
3. Consider transit service issues in the site plan review process (1 -2).
4. Coordinate with GET and Kam Transit to locate bus stops as close as
possible to the facilities they serve (1 -3).
5. Work with GET and Kern Transit to provide scheduled public transit to
serve metro area residents (1 -3).
6. Work with the Consolidated Transportation Service Agency (CTSA) to
provide social services transportation to metro area residents 11-4).
7. Encourage the development of a multi -modal public transportation
terminal (1 -5).
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CHAPTER 111 - CIRCULA
S. Encourage businesses and government to use flexible or staggered work
hours so that travel demand is spread more evenly throughout the day (I-
6).
9. Support efforts to promote ridesharing (1 -7).
10. Work with AMTRAK to maintain and improve rail passenger service and
facilities in Bakersfield (1 -8).
11 Work to provide grade separations at all arterial/railroad crossings (1 -10).
12 Support efforts to develop high -speed rail facilities to service the plan
area (1 -11).
IMPLEMENTATION
The following are programs to be carried out by the City of Bakersfield and County of
Kern to implement the goals and policies of the Circulation Element affecting transit.
This listing is not to limit the scope of implementation of this plan. State law requires that
planning agencies recommend various methods of implementation of the general plan
as part of their on -going duties.
1. Continue consultation wlth_GET and Kern Transit in the design of new
arterial and collector streets and in the review of subdivision plans and
site plan review for large development projects.
2. Require bus stops as conditions of development in compliance with and
based upon metro - adopted state- mandated public transit master plans.
3. Participate (city and county) in GET route and schedule planning
activities.
4. Participate (city and county) with the Consolidated Transportation
Services Agency in schedule planning activities.
5. Adopt the conclusions and provisions of the intermodal terminal study,
and encourage prompt development of the terminal.
6. Coordinate (city and county) with Kern COG in publicizing the merits of
flexible work hours.
7. Work with Kern COG to establish and maintain park- and -ride lots and to
publicize the ridesharing matching service.
8. Participate with Kern COG (city and county) in AMTRAK service and
delivery planning.
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ORIGINAL
CHAPTER III - CIRCULATION ELEMENT TRANSIT
9. Continue to work with the Railroad Grade Separation District to establish
priority locations and to build the necessary facilities.
10. local agencies should cooperate in studies to pursue the establishment
of high -speed rail service for the plan area, including consensus on
potential routes and terminal locations.
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CHAPTER III - CIRCULATION ELEMENT - BIKEWAYS
C. BIKEWAYS
Bicycling accounts for a small proportion of total miles traveled in Bakersfield (less than
2 percent). Nevertheless, the relatively flat terrain and fair weather are conducive to
bicycling for transportation to work, recreation, and school. It is estimated that one -third
the population utilizes bicycling in one form or another.
Kem County developed and adopted a bikeways plan in the mid 1970's following the
energy crisis. The plan called-for bike lanes on various streets and exclusive bike paths
on canals, along railroad rights -of -way, and along the Kern River. In 1984, Kem COG
sponsored a bikeway study for the metro area that called for more on- street bike lanes
and fewer paths along canals and railroad rights -of -way. The bike path along the Kem
River was retained as a major component of the plan.
Part of the planned bikeway system has been implemented. The bike path along the
river is constructed between Stockdale Highway at the Kem River crossing and
Gordon's Ferry, and over 30 miles of bike lanes exist along various streets including
Stockdale Highway to Cal State Bakersfield and along part of Coffee Road, Calloway
Drive, Ming Avenue, Panorama Drive, Chester Avenue, Old River Road, Wible Road
and White Lane. The exiting Bikeway Master Plan is contained under Figure 111-4.
BIKEWAY ISSUES
The following issues have been identified:
Encouragement to use bicycles necessitates the provision of bike lanes and bike
paths.
The existing county bikeways plan is outdated in many locations.
•
The following presents the goals and policies for bikeways in the planning area.
Implementing programs are contained in the following sub - section. At the end of each
policy is listed in parenthesis a code beginning with the letter 'P followed by a number..
This code refers to the pertinent implementing program.
GOALS
1. Provide a circulation system which recognizes and responds to the needs
of bicycle travel.
2. Provide a circulation system that minimizes cyclist/motorist conflicts.
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CHAPTER III - CIRCULATION ELEMENT. - BIKEWAYS
3. Provide a continuous easily - accessible bikeway system within the metro
area.
4. Provide mechanisms to ensure the prompt implementation of the bikeway
system.
POLICIES
Goals will be achieved through the following policies which set more specific directions
and guide actions.
1. Require bicycle facilities to be designed in accordance with the State
Bikeway Design Criteria (1 -1).
2. Periodically review, and update if needed, street standards to
accommodate bicycle lanes where indicated on the Bikeway Master Plan
(1 -2)
3. Design bridges, over passes, under passes, etc. to be compatible with
bicycle travel (1 -3).
4. Maintain bicycle facilities so they do not become hazardous (1-4).
5. Consider bicycle safety when implementing improvements for automobile
traffic operations (1 -3).
6. Coordinate the Metro Bakersfield Bikeway Master Plan with the regional
bicycle system (1 -5).
7. Provide bicycle parking facilities at activity centers such as shopping
centers, employment sites, and public buildings (1 -6).
8. Provide an information/education program to encourage use of the
system and to promote safe riding (1 -7).
9. Require new subdivisions to provide bike lanes on collector and arterial
streets in accordance with the Bikeway Master Plan (Figure 111 -4), (1 -2).
10. Encourage new subdivisions to provide internal bike paths where feasible
and where natural features make bike paths desirable (1 -2).
11. Construct bike lanes in conjunction with all street improvement projects
that coincide with the Bikeway Master Plan (1 -3, 1 -10).
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ORIGINAL
CHAPTER 111 - CIRCULATION ELEIIIIENT. eu-r -WAV-
12. Where feasible, stripe and sign existing streets to include bike lanes as
shown on the Bikeway Master Plan (1 -8).
13. Give priority to bikeway construction that will link existing sections of the
system (1-9).
IMPLEMENTATION
The following are programs to be carried out by the City of Bakersfield and County of
Kern to implement the goals and policies of the Circulation Element affecting bikeways.
This listing is not to limit the scope of implementation of this plan. State law requires that
planning agencies recommend various methods of implementation of the general plan
as part of their on -going duties.
1- Update, as needed, the public works design specification sheets to
conform with State Bikeway Design Criteria.
2. Revise city and county subdivision ordinances as necessary to
incorporate bicycle lane requirements.
3. Review all street design plans, including those of Caltrans and the
Greater Bakersfield Separation of Grade District, for compatibility with
bicycle travel.
4. Include bicycle lanes and public paths on public property in the street
maintenance program. Require publicly used bike paths on private
property be maintained by a special maintenance district or other entity.
5. Maintain consistency between the policies of the Regional Bicycle Plan
and the Metro Bakersfield Bikeway Master Plan.
6. Revise city and county zoning ordinances to address bicycle parking
facilities as needed.
7. Produce and distribute to the public a descriptive pamphlet of the existing
bikeway system. Ensure that safe riding techniques are taught in the
elementary schools.
8. Continue inclusion of bike lane striping in the city's and county's annual
Capital Improvement Program.
9. Prioritize bikeway linkages when including bikeway projects in the Capital
Improvement Program.
10. Seek alternative methods of funding for the bikeways system.
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CHAPTER Ili --CIRCULATION ELEMENT - PARKING ,
D. PARKING
OVERVIEW OF EXISTING COMMONS
The city and county both wish to accommodate parking off- street. This is done through
the zoning ordinances which specify the number of off - street parking spaces that must
be provided by new development. Different types of development must provide different
numbers of spaces based on their expected parking demand. The goat of the ordinances
is to ensure that all cars can be accommodated in off - street parking areas or facilities.
Downtown Bakersfield is the one area that departs from the pattern of specific parking
lots associated with each development. Many buildings in the downtown area rely on
off -site parking. The city owns and operates several parking lots and one parking
structure serving downtown businesses. Private parking structures and lots also exist in
the downtown. Due to the existence of the city lots and the greater incidence of walking
trips, downtown parking requirements in the zoning ordinance are reduced by 30° /a to
50%.
PARKING ISSUES
The following parking issues have been identified:
Periodic review, and update if needed, of parking requirements to address
changing parking needs for different types of land uses to ensure sufficient
parking is provided.
The city and county parking requirements are often not in agreement.
Address downtown parking needs.
GOALS AND POUCIES
The following presents the goals and policies for parking in the planning area.
Implementing programs are contained in the following sub - section. At the end of each
policy is listed in parenthesis a code beginning with the letter `I° followed by a number.
This code refers to the pertinent implementing program.
GOALS
1. Provide an efficient parking system to respond to the needs of motorists.
2. Satisfy parking requirements in all new developments (residential,
commercial, industrial, etc.) through off - street facilities.
3. Preserve and enhance residential neighborhoods through parking policy.
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CHAPTER III - CIRCULATION ELEMENT - PARKING
POLICIES
Goals will be achieved through the following policies which set more specific directions
and guide actions.
1. Periodic review and, if needed, revision of adopted minimum parking
requirements based on parking demand (1 -1).
2_ Periodic review and, if needed, revision of adopted stall and aisle widths
that are convenient and efficient (1 -2).
3. Ensure that adequate on -site parking supply and parking lot circulation is
provided on all site plans in accordance with the adopted parking
standards (1 -3).
4. Discourage the intrusion of non - neighborhood parking in residential areas
(1-4).
5. Remove abandoned vehicles promptly from city streets (1 -5).
6. Regulate parking of vehicle, boats, trailers, etc. on city streets (1 -6).
7. Identify off-site parking needs in activity centers and outline procedures to
finance and provide the facilities (1- 7)(1 -10).
8. Give top priority to satisfying short-term parking needs, i.e., less than or
equal to three hours, and second priority to long -term parking needs (1 -8).
9. Locate short-term parking to be convenient to the businesses served
(1 -8).
10. Locate long -tern parking on peripheral lands, accessible to arterial
streets (1 -8).
11. Discourage parking between the sidewalk and buildings in pedestrian
sensitive areas (1 -9).
IMPLEMENTATION
The following are programs to be carried out by the City of Bakersfield and County of
Kern to implement the goals and policies of the Circulation Element affecting parking.
This listing is not to limit the scope of implementation of this plan. State law requir63 that
planning agencies recommend various methods of implementation of the general plan
as part of their on -going duties.
1. Research parking demand rates and establish a schedule of
requirements in the city and county zoning ordinances such that too little
or too much parking is avoided. Periodically update the requirements.
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ORIGINAL
CHAPTER III - CIRCULATION ELEMENT - PARKING
2. Research vehicle sizes and mix to establish parking layout and dimension
standards to be incorporated into city and county zoning ordinances and
periodically update.
3. Review all site plans for conformance with adopted parking standards.
4. Monitor citizen complaints regarding parking; conduct studies as needed,
and institute control measures if necessary.
5. Tag vehicles parked longer than permitted and contract with towing
companies to remove them under the provisions of local ordinances.
6. Develop and adopt a parking ordinance as needed for the planning area
specifying where curb parking is allowed and disallowed and defining the
vehicles, etc. to which the ordinance applies.
7. Develop area - specific parking plans for general plan designated activity
centers.
8. Incorporate general plan policies related to parking into parking
standards.
9. Amend the city and county zoning ordinances to address parking in
pedestrian sensitive areas as needed, and incorporate into parking plans
for such areas.
10. Provide free and accessible parking in the downtown area through
strategically placed large parking structures, open 24 hours to provide
overlapping uses; island parking; perimeter parking..
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E. AIRPORTS
0l-: *_1J__ — •4 • 1.1
Two airports lie within the metro area. Meadows Field, the largest and busiest, is a
county facility serving passenger and cargo needs. it handles commercial airlines and
general aviation. Meadows Field comprises 1,400 acres, with the passenger terminal
located on Airport Drive north of Norris Road. Bakersfield Municipal Airpark is a general
aviation airport owned by the City of Bakersfield. It is located on Union Avenue north of
Planz Road and comprises 93 acres.
Both airports have adopted master plans which call for runway expansion and
improvements. In addition, Meadows Feld plans to construct a new passenger terminal
northwest of its existing location. The two airports will retain their current functions.
Bakersfield Airpark will be a general aviation airport, and Meadows Feld will be the com-
mercial air carrier airport for Kern County.
.:i* -
The following airport issues have been identified:
Land use types that are incompatible with airport noise are presently located
within the impact zones at Meadows Field and Bakersfield Municipal Airpark.
Meadows Field needs good regional access via freeways and arterials.
The following presents the goals and policies for airports in the planning area.
Implementing programs are contained in the following sub- section. At the end of each
policy is listed in parenthesis a code beginning with the ]after '18 followed by a number.
This code refers to the pertinent implementing program.
GOALS
1. Ensure air passenger and general aviation facilities and services are
available to meet citizens' needs.
2. Develop, operate, and maintain Meadows Feld and Bakersfield
Municipal Airpark to meet aviation needs in the metro area.
POLICIES
Goals will be achieved through the following policies which set more specific directions
and guide actions.
1. Maintain master plans for Meadows Field and Bakersfield Airpark (1 -1).
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CHAPTER III - CIRCULATION ELEMENT - AIRPORTS
2. Ensure compatibility between the general plan, airport master plans and
airport land use compatibility plans (1 -2).
3. Allow for the establishment of private airports and heliports/helipads
(1 -43).
4. Encourage and provide for the orderly development of public use airports
within the planning area and prevent the creation of new noise and safety
impacts (1- 2,1- 3,1 -4).
IMPLEMENTATION
The following are programs to be carried out by the City of Bakersfield and County of
Kern to implement the goals and policies of the Circulation Element affecting airports.
This listing is not to limit the scope of implementation of this plan. State law requires that
planning agencies recommend various methods of implementation of the general plan
as part of their on -going duties.
1. Each airport should prepare and periodically update a plan discussing
future expansion, improvements, and operations.
2. Review airport master plans for conformance with the Airport Land Use
Compatibility Plan, General Plan, and amend as necessary to make them
compatible. Amend Zoning Ordinances as necessary to implement
approach/departure zoning.
3. Require Conditional Use Permits as necessary for the establishment of
new airports, heliports and helipads.
4. Consider the use of aviation easements for discretionary projects to
provide for orderly development and as a means of preventing new noise
and safety impacts.
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ORIGWAi
Exhibit "B"
Administrative Policy re: Multi- Purpose Trails
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ADMINISTRATIVE POLICY MEMORANDUM
Recreation and Parks Department
Public Works Department
Development Services Department - Planning Division
Date: February 23, 2007
Policy Issue: Design standards for Multi- purpose Trails
Discussion: The City of Bakersfield desires to implement a trails system to connect major recreational
amenities within metropolitan Bakersfield, such as but not limited to, the Kem River
Parkway, northeast Bakersfield open space and trails, and the future Sports Village (near
Ashe and Panama). By establishing a standard for the trail, new developments will
be able to incorporate the design into the development and provide for links to adjacent
trails. The City Council adopted a goal encouraging pedestrian friendly thoroughfares in
new developments. The Metropolitan Bakersfield General Plan Circulation Element
includes the following:
Street Goals: 1. Provide a safe and efficient street system that links all parrs of the
area for movement of people and goods.
2. Provide for safe and efficient motorized, non - motorized, and pedestrian
traffic movement.
3. Minimize the impact of truck traffic on circulation, and on noise
sensitive land uses.
4. Provide a street system that creates a positive image of Bakersfield
and contributes to residents' quality of life.
Bikeways Goals: 1. Provide a circulation system which recognizes and responds to
the needs of bicycle travel.
2. Provide a circulation system that minimizes cyclist/motorist
conflicts.
Decision: When deemed appropriate by the signatories to this memorandum, new developments, as
a condition of approval, shall be required to provide a master trails system utilizing a 24-
foot wide trail easement as depicted on attached Exhibit "A," unless wider width is required in
an adopted Specific Plan. The Planning Director shall determine the type of application
process the developer shall follow in obtaining approval of a master trails plan that may also
include a master public park plan. Said request is subject to review and approval by the City
Planning Commission and /or City Council, as determined by the Planning Director. The
type of application process and format for the master trails (and parks) plan shall be
determined by the Planning Director and he /she may use the following guidelines.
Developer /applicant is responsible for all costs.
A. If the area to be included in the plan only affects (contains) the property subject to
the condition, the trails plan may be processed as an Administrative Review public
hearing and approved by the Planning Commission.
B. If the area to be included in the plan affects multiple land owners and extends
beyond the project applicant's property, the plan may be processed as a "Specific
Plan for Trails and Parks," subject to review and recommendation by the Planning
Commission at a public hearing, and public hearing and final determination by the
City Council.
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Administrative Policy — Trails
February 16, 2007
Page 2 of 2
C. If an area is adjacent to or near an adopted Specific Trails Plan, the plan may be
processed as an amendment of the nearby Specific Trails Plan under the process
specified in the Specific Trails Plan. The area to be included in the adopted Specific
Trails Plan shall meet the trail design criteria included in that Specific Trails Plan.
-- ---- -. 000-- ---- --
DIANNE HOOVER rRAUL ROJAS JAMEiir . MOVIUS
Recreation and Parks Director Public Works Director �� Planning Director
Jeng/ SATRACTSIAdminisbadve Policy Tralls.dot
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Exhibit "D"
CalTrans Deputy Directive DD -64 -R 1
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Appendix O
CALTRANS
DD -64 -R1
California Department of Transportation Flex your power!
Be energy efficient!
Deputy Directive Number: DD -64 -R1
Refer to
Director's Policy: DP -22
Context Sensitive
Solutions
DP -05
Multimodal Alternatives
DP -06
Caltrans Partnerships
DP-23-RI
Energy Efficiency,
Conservation and Climate
Change
Effective Date: October 2008
Supersedes: DD -64 (03- 26 -01)
TITLE Complete Streets - Integrating the Transportation System
POLICY
The California Department of Transportation (Department) provides for the
needs of travelers of all ages and abilities in all planning, programming,
design, construction, operations, and maintenance activities and products on
the State highway system. The Department views all transportation
improvements as opportunities to improve safety, access, and mobility for all
travelers in California and recognizes bicycle, pedestrian, and transit modes as
integral elements of the transportation system.
The Department develops integrated multimodal projects in balance with
community goals, plans, and values. Addressing the safety and mobility
needs of bicyclists, pedestrians, and transit users in all projects, regardless of
funding, is implicit in these objectives. Bicycle, pedestrian, and transit travel
is facilitated by creating "complete streets" beginning early in system
planning and continuing through project delivery and maintenance and
operations. Developing a network of "complete streets" requires collaboration
among all Department functional units and stakeholders to establish effective
partnerships.
DF_FINITION&BAC KGRO UND
Complete Street — A transportation facility that is planned, designed, operated,
and maintained to provide safe mobility for all users, including bicyclists,
pedestrians, transit riders, and motorists appropriate -to the function and
context of the facility.
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APPENDIX O
O -2
Deputy Directive
Number DD -64 -RI
Page 2
The intent of this directive is to ensure that travelers of all ages and abilities
can move safely and efficiently along and across a network of "complete
streets."
State and federal laws require the Department and local agencies to promote
and facilitate increased bicycling and walking. California Vehicle Code
(CVC) (Sections 21200 - 21212), and Streets and Highways Code (Sections
890 -- 894.2) identify the rights of bicyclists and pedestrians, and establish
legislative intent that people of all ages using all types of mobility devices are
able to travel on roads. Bicyclists, pedestrians, and nonmotorized traffic are
permitted on all State facilities, unless prohibited (CVC, section 21960).
Therefore, the Department and local agencies have the duty to provide for the
safety and mobility needs of all who have legal access to the transportation
system.
Department manuals and guidance outline statutory requirements, planning
policy, and project delivery procedures to facilitate multimodal travel, which
includes connectivity to public transit for bicyclists and pedestrians. In many
instances, roads designed to Department standards provide basic access for
bicycling and walking. This directive does not supersede existing laws. To
ensure successful implementation of "complete streets," manuals, guidance,
and training will be updated and developed.
RESPONSIBILITIES
Chief Deouty Director:
• Establishes policy consistent with the Department's objectives to develop
a safe and efficient multimodal transportation system for all users.
• Ensures management staff is trained to provide for the needs of bicyclists,
pedestrians, and transit users.
Depgy Directors Planning and Modal Programs and Project Delivery:
• Include bicycle, pedestrian, and transit modes in statewide strategies for
safety and mobility, and in system performance measures.
• Provide tools and establish processes to identify and address the needs of
bicyclists, pedestrians, and transit users early and continuously throughout
planning and project development activities.
• Ensure districts document decisions regarding bicycle, pedestrian, and
transit modes in project initiation and scoping activities.
• Ensure Department manuals, guidance, standards, and procedures reflect
this directive, and identify and explain the Department's objectives for
multimodal travel.
• Ensure an Implementation Plan for this directive is developed.
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SANTA ROSA BICYCLE AND PEDESTRIAN MASTER PLAN
Deputy Directive
Number DD -64 -R1
Page 3
Deputy Director, Maintenance and Operations:
• Provides tools and establishes processes that ensure regular maintenance
and operations activities meet the safety and mobility needs of bicyclists,
pedestrians, and transit users in construction and maintenance work zones,
encroachment permit work, and system operations.
• Ensures Department manuals, guidance, standards, and procedures reflect
this directive and identifies and explains the Department's objectives for
multimodal travel.
District Directors:
• Promote partnerships with local, regional, and State agencies to plan and
fund facilities for integrated multimodal travel and to meet the needs of all
travelers.
• Identify bicycle and pedestrian coordinator(s) to serve as advisor(s) and
external liaison(s) on issues that involve the district, local agencies, and
stakeholders.
• Ensure bicycle, pedestrian, and transit needs are identified in district
system planning products; addressed during project initiation; and that
projects are designed, constructed, operated, and maintained using current
standards.
• Ensure bicycle, pedestrian, and transit interests are appropriately
represented on interdisciplinary planning and project delivery
development teams.
• Provide documentation to support decisions regarding bicycle, pedestrian,
and transit modes in project initiation and scoping activities.
Deputy District Directors Planning, Design, Construction, Maintenance, and
erations:
• Ensure bicycle, pedestrian, and transit user needs are addressed and
deficiencies identified during system and corridor planning, project
initiation, scoping, and programming.
• Collaborate with local and regional partners to plan, develop, and maintain
effective bicycle, pedestrian, and transit networks.
• Consult locally adopted bicycle, pedestrian, and transit plans to ensure that
State highway system plans are compatible.
• Ensure projects are planned, designed, constructed, operated, and
maintained consistent with project type and funding program to provide
for the safety and mobility needs of all users with legal access to a
transportation facility.
• Implement current design standards that meet the needs of bicyclists,
pedestrians, and transit users in design, construction and maintenance
work zones, encroachment permit work, and in system operations.
• Provide information to staff, local agencies, and stakeholders on available
funding programs addressing bicycle, pedestrian, and transit travel needs.
September 2010
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APPENDIX O
O -4
Deputy Directive
Number DD -G4 -RI
Page 4
Chiefs. Divisions of Aeronautics. Local Assistance, Mass Transportation,
Rail, Transportation Planning, Transuortation System Information. Research
and Innovation, and Transportation Prow _coming:
• Ensure incorporation of bicycle, pedestrian, and transit travel elements in
all Department transportation plans and studies.
• Support interdisciplinary participation within and between districts in the
project development process to provide for the needs of all users.
• Encourage local agencies to include bicycle, pedestrian, and transit
elements in regional and local planning documents, including general
plans, transportation plans, and circulation elements.
• Promote land uses that encourage bicycle, pedestrian, and transit travel.
• Advocate, partner, and collaborate with stakeholders to address the needs
of bicycle, pedestrian, and transit travelers in all program areas.
• Support the development of new technology to improve safety, mobility,
and access for bicyclists, pedestrians, and transit users of all ages and
abilities.
• Research, develop, and implement multimodal performance measures.
• Provide information to staff, local agencies, and stakeholders on available
funding programs to address the needs of bicycle, pedestrian, and transit
travelers.
Chiefs. Divisions of Traffic Operations. Maintenance, Environmental
Analysis. Design. Construction, and Project Management:
• Provide guidance on project design, operation, and maintenance of work
zones to safely accommodate bicyclists, pedestrians, and transit users.
• Ensure the transportation system and facilities are planned, constructed,
operated, and maintained consistent with project type and funding
program to maximize safety and mobility for all users with legal access.
• Promote and incorporate, on an ongoing basis, guidance, procedures, and
product reviews that maximize bicycle, pedestrian, and transit safety and
mobility.
• Support multidisciplinary district participation in the project development
process to provide for the needs of all users.
Employees:
• Follow and recommend improvements to manuals, guidance, and
procedures that maximize safety and mobility for all users in all
transportation products and activities.
• Promote awareness of bicycle, pedestrian, and transit needs to develop an
integrated, multimodal transportation system.
• Maximize bicycle, pedestrian, and transit safety and mobility through each
project's life cycle.
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Deputy Directive
Number DD -64 -R1
Page 5
APPLICABILITY
SANTA ROSA BICYCLE AND PEDESTRIAN MASTER PLAN
All departmental employees.
RANDELL H. IWASAKI
Chief Deputy Director
September 2010
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Date Signed
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